Siemens



(No Model.) 4 Sheets-Sheet 1.

E. .W. SIEMENS. ELECTRIC RAILWAY.

No. 324,176. Patented Aug. 11, 1885.

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(No Modl.) 4 She'ts-Sheet 2. E. W. SIEMENS.

ELECTRIC RAILWAY. No. 324,176. Patented Aug. 11, 1885.

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ELBGTRIU RAILWAY. I I No. 324,176, y giatente-d Aug. 11, 1885.

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UNITED STATES PATENT ERNST WERNER SIEMENS, OF BERLIN, GERMANY.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 324,176, dated August11, 1885. Application filed December 9, 1884. (No model.)

To all whom it may concern:

Be it known that I, ERNST WERNER SIE- MENs, a subject of the Emperor ofGermany, residing at Berlin, in the German Empire, have invented certainnew and useful Improvements in Electric Railways; and I do herebydeclare that the following is a full, clear, and exact description ofthe same.

My invention relates to that class of. electric railways in which arail,.wire, or conductor is arranged in a direction parallel, or nearlyparallel, to the rails of the track in such a manner as to convey thecurrent from a stationary generator of electricity to theelectro-dynamic motor upon the car or locomotive which moves upon thetrack; and the nature of my invention consists in certain modificationsin the details of the construc tion of the electric railway which waspublicly used by me, E. W. SIEMENS, in the city of Berlin, in the year1879, and which has been fully described in many printed publications;The locomotive made use of in this railway consisted of a vehicle withfour wheels, which were rigidly fastened to their axles, and aframe-work which carried the bearings of the driving-axles, theelectro-dynamic motor, and the supports for the axle of such wheels aswere required to produce the required ratio of velocity between thefast-running axle of the electro-dynamic motor and the comparativelyslow-running axles of the driving-whee1s. The metallic parts of theelectrodynamic motor were electrically insulated from the metallic partsof the frame-work, and the electricallyconducting communication throughthe toothed wheels between the motor and the frame was broken byapplying an insulating- The four wheels of the locomotive were inconducting connection with the frame, and also in connection through therails with the stationary dynamo-electric machine. Between the two railsupon which the vehicle traveled a middle rail, insulated upon wood or inany other proper manner, was made use of for transmitting the current,and both of the trackrails were made use of for the return-current. Theelectrical connection between the rail running in the middle between thetwo trackrails and the electro-dynamic motor of the 10- an insulatedwire from the brushes upon the rail to one of the poles of theelectro-dynamic 'motors of the locomotive-and another insulated wirefrom the car-frame through the switch to the other pole of the motor. Anelectric railway thus constructed forms the subject-matter of anotherapplication.

Instead of using a central rail for conducting the current, as abovedescribed, according to my present invention a rail is placed at theside of the track and in conductive communication with the stationarydynamo-electric machine, and the current is conveyed from it by means ofsprings made of steel and rigidly attached to steel bars placed at eachside of the car and projecting from the side thereof.

The rails upon which the ear moves are joined by copper staples, andform the returncircuit, and the current is conveyed to the car by theside rail, which is a T-iron placed upon short posts or standards, andinsulated by means of insulate-caps. When a gap or opening necessarilyoccurs over which it is impracticable for the current to passas, forinstance, a cross-roadthe T-iron is cut off on one side of the gap, andcommenced again at the other side thereof, and the two ends thusseparated are connected by means of an insulated conductor laid belowthe ground. In order to span the gap or opening, the springs attached tothe car, one in front and the other toward the back thereof, arearrangedat a distance apart a little greater than the width of the gap oropening, so that one spring catches upon car, and Fig. 4 is a plan ofthe under framing of the same, showing the arrangement of theelectro-dymunic motor, and of the stopping, starting, and reversinggear. Fig. is a diagram, showing the connections of the electricalcircuit with the commutator and resistances.

In the drawings the car is represented passing a-gap or opening in theline. The front brush, 0, is illustrated as having broken contact; butas the back spring, D, is still in contact with the rail B, the currenthas not been broken, and before the back spring, D, leaves the conductorthe front brush, 3, will have again risen upon it, so that the currentwill not be interrupted. In this way any number of short gaps may bepassed; but in case the openings required for cross-roads or otherpurposes are too wide to be bridged in this manner, the conductor maybreak the current be fore reaching the gap, and the momentum of the carmust be relied on to cause it to pass the opening without the power ofthe current. The current is conveyed under the gap by the insulatedcopper cable E, covered in a wroughtiron pipe, H, placed at the depth ofone or two feet below the surface of the ground. From the springs thecurrent is taken to a co1nmntator worked by a lever, which switchesresistances placed under the ear in or out, as may be desired, and alsochanges the position of the brushes on the commutator of theelectrodynamic motor, and thus reverses the direction of its motion.

In starting the locomotive the current is not turned on suddenly, but ismade to pass through the resistances, which are afterward cut out inpart or altogether, according as the conductor chooses to run fast orslowly. The current is conveyed from the eleetro-dynamic motor throughthe axle-boxes to the axles, and from thence to the tires of the wheels,and finally led by the insulated track-rails to the stationarydynamo-electric machine.

The parts of a conductor are connected by fislrplatcs, and also bydouble copper loops securely soldered to the iron, and the trackrailsare connected in a similar manner.

The electro-dyna1nic motor K is placed beneath the floor, in the centerof the car, and by means of intermediate spur-gear drives one axle only,and the levers, working the mechanical brakes and also thereversing-levers, are connected to both ends of the car, so that theconductor can always stand in such a position as to have anuninterrupted view of the rails.

In Fig. 5, A represents the stationary dy- "no-electric machine, fromwhich the curit passes by the conductor B, which represents theconducting-rail B, previously described, and through thebefore-mentioned brushes to the switch L and resistance-frame M upon thecar. It will -be seen that the resistances l 2 3 1-, &c., are connectedtogether in series, while connection is made from re- 6 5 sistance 1 tocontact-plate a of the switch from the junction of resistances 2 and toplate I), from the junction of 4 and 5 to plate 0, from the junction of6 and 7 to plate (I, and from resistance 8 to plate a. Thecontact-plates a b c d c are connected, respectively, to a, b, c, (l,and 0, so that when the contact-lever N is moved to the same angularposition on either side of the central position it makes the samecontacts. From the contact-lever N a conducting-wire, 0, leads to theone pair of 7 5 brushes P P of the commutatorV of the electro-dynamicmotor-on the car, while from the other pair of brushes, Q Q, aconductor, It, representing the wheels of the vehicle and the rails,leads the current back to the dynamo A. An extension, N, of the lever Nis connected by a rod, S, to a frame, T, pivoted on the axis V of theelectro-dynamic machine, which frame carries spring-arms \V, the ends ofwhich are made to slide with a certain pressure upon the arms X thatcarry the contact-brushes, and that swing on pins X, fixed to the dynamoframe. Thus on shifting the contact-lever N, say to the right from thecentral position, the frame T will be moved so as to cause the arms \Vto bring the brushes 1? and Q in contact with the commutator.Immediately upon such contacts being made the lever N will be broughtonto the contact-plate a, so that the current from B will now passconsecutively through all the resistances, in the direction from 8 to 1,and thence through plate a and wire 0 to the commutator, causing thedynamo-machine to rotate in the direction determined by the position ofthe contactbrushes, the current being, however, of comparatively littlestrength. On moving over the lever N successively to the plates 1), c,d, and e, the strength of the current will be successively increased byreason of the resistances 1 2 3, &c., being successively cut out of thecircuit, until when contact is made with plate 6 the whole of theresistances are thus cut out and the full strength of the current ismade to pass through the machine, which will thus propel the car at fullspeed.

For slacking the speed the lever is moved back to the contact-plates d,c, b, or to, according to the speed required, thereby introducing thecorresponding resistances into the circuit, while for reversing thedirection of mo tion of the electro-dynamic motor, and conse- ,quentlyof the car, the lever is moved over to the left of the central position,whereby, first, the frame T and arms will be moved so as to bring thebrushes P Q out of contact and those I and Q in contact with thecommutator, after which, by the continued motion of the lever on to thecontact-plates a b, 820., the strength of the current will be graduallyincreased by the successive elimination of the resistances.

Thus it will be seen that in stopping and starting the car motion willbe very gradually decreased and increased, while in reversing theposition of the commutator-brushes there will be little or noobjectionable sparking, as the lever will have been moved to the centralposition, in which the current from B will be interrupted by the timethe brushes are brought out of contact, as shown on the drawlngs.

Figs. 3 and 4 show the actual arrangement of the stopping, starting, andreversing gear upon the car.

, ff are vertical spindles at each end of the car, provided at theirupper ends with crankhandles g g, moving over graduated quadrants h h,while at their lower ends they are con nected by levers N to the rod S,passing along underneath the car, and connected by a link, S, with thebefore-mentioned rocking frame T of the commutator of theelectro-dynamic motor K, supported at the middle of the carframing bysuspended bearers. The spindle f, at the right-hand end of the car, alsocarries at its lower end a contactlev'er, N, the end of which on therotation of the spindle in one direction or the other makes contact withone or other of the plates at b c d e, 850., of the switch L, whichplates are connected to resistances as described with reference to Fig.5, and which may be placed at any convenient part of the car. Thedivisions on the quadrant h being made to correspond with thecontact-plates a b c d e, &c., it will be seen that according as thedriver moves his handle F to one or other of these divisions he willeffect the stopping, starting, or reversing of the motion of the car, orwill vary the speed with which it travels. The lever N makes contactwith a conducting-wire leading to the one pair of thecommutator-brushes, while the other pair of brushes is electricallyconnected through another wire and the axles and wheels of the car withthe permanent way, serving 'as the return-conductor. I

The motion of the dynamo-axis is communicated to the axle 2' by means ofa pitch-chain, 70, passing over a small pitch, 1, on the dynamo-axis,and a larger pitch-wheel, m, on the axle '5. The subject-matterdescribed in this specification is identical with that described inanother application filed by me on March 27 1885. I desire, therefore,to say that I do not herein claim anything described in the saidapplication, except the features specified in the following claims.

Having thus described my invention, I claim and desire to secure byLetters Patent of the United States s 1. In an electric railway, thecombination, with the conductor from the stationary dynamo-electricmachine, of aseries of resistances,

a switch, and arocking frame actuating the contact-brushes of thecommutator to the electrodynamic motor on the car, arranged andoperating, as herein described, for introducing resistances into oreliminating them from the electrical circuit according as the motion ofthe car requires to be stopped,started, o'r reversed.

2. The combination,substantially as herein shown, of an electro magneticmotor and its commutator with two sets of contact-brushes, and a seriesof resistances, one set of contactbrushes being so adjusted as toproduce rotation of the motor in one direction, and the other set soadjusted as to produce rotationin an opposite direction.

3. The combination, substantially asherein described,of an electricaldynamic motor with two sets of contactbrushes, a series of resistances,and a lever adapted to throw one of the two sets of contact brushes intocontact with the commutator and the other set out of contact therewithby a single movement.

4. The combination of an electro-dynamic motor and its commutator withtwo sets'of contact-brushes, a series of resistances, and a levercapable of being placed in a position for throwing the brushes, forproducing a direct motion, into contact with the commutator, of removingall contacts from the commutator, and of throwing brushes, for producinga reversed motion of the motor, into contact with the commutator, as andfor the purposes herein described.

5. The combination, substantially as herein set forth, of anelectro-dynamic motor and its commutator with two sets ofcommutatorbrushes, adjusted, respectively, to produce di rect andreversed motion of the motor, a series of resistances, and areciprocating rod or bar operated by levers attached at either endthereof. i

6. The combination, substantially as herein set forth, of anelectro-dynamic motor and its commutator, two sets of commutator-brushesarranged to produce either a direct or reversed motion of the motor, asliding rod or bar adapted to throw one set of brushes into contact withthe commutator and the other set out of contact with the commutator, aseries of resistances, and devices for adjusting the position of theshifting or sliding bar.

7. The combination, substantially as herein shown, of an electro-dynamicmotor and its commutator, mounted in a depending frame beneath thecar,with two sets of commutatorbrushes, one of which is so adjusted inrelation to the commutator as to produce rotation of the motor in onedirection, and the other I of which is so adjusted as to producerotation in the opposite direction.

8. The combination, substantially as set forth, of an electro-dynamicmotor and its commutator supported by suspended beams, with two sets ofcontact brushes or devices, respectively adjusted to produce direct andreverse motion, and a shifting rod passing along underneath the car andconnected with the rocking frame of the commutator-brushes.

10. The combination, substantially as herein set forth, of aneleetro-dynamic motor, suspended by bearers from the bottom of the car,and having upon its axle a pitch-wheel, a large pitch-wheel upon theaxle of the carwheel, and a pitch-chain passing over the smallpitch-wheel on the axle of the motor and the large pitch-wheel on theaxle of the wheels, as and for the purposes described.

11. In an electric railway, the combination, substantially as herein setforth, of a frame suspended beneath the car, having resistancesconnected together in series, a series of contact-plates electricallyconnected together,and a contact-lever which makes the same connectionwith the contact-plates when moved a certain distance from 0 point inone direction as when moved a certain distance in a reversed direction.

12. The combination of the contact-plates, the resistanceframe, and thecontact-lever connected by a rod to the rocking frame which actuates thecontact-brushes of the commutator, as and for the purposes described.

13. The combination, substantially as de scribed, of an electro dynamicmotor sus pended from the bottom of the car, the frame T, pivoted to theaxle of the suspended motor, carrying spring-arms \V, the arms X, thatcarry the contact-brushes and swing on pins X, fixed to the frame of theelectro-dynamic I motor, and the brushes 1 P and Q Q.

14. The combination, substantially as set forth, with an electrodynamicmotor and its commutator suspended below the car, of movablecommutator-brushes, and a circuit-controlling lever capable of closingthe circuit on the commutatorwhcn in a position to produce a directmovement of the motor, or when in a position to produce a reversedmovement of the motor.

15. Thecombination, substantiallyasherein described, of anelectro-dynamic motor suspended beneath the bottom of a car, a series ofresistances arranged beneath the floor of a car, and acircuit-controlling lever or switch capable of including or excludingthe resistances in or from the circuit.

16. The combination, substantially as herein shown, of a conducting-railmounted on the side of the track, springs fastened by means of metallicbars at the side of the car, an electro-dynamic motor, and conductingconnections between the said springs and motor,having a series ofresistances therein.

17 The combination, substantially as herein set forth, ofconducting-rails mounted on the side of the track, contact-springsfastened to the side of the car, an electro-dynamic motor and itscommutator electrically connected to the contact springs, two sets ofcontactbrushcs, and a lever adapted to throw one of the two sets ofcontact-brushes into contact with the commutator and the other set outof contact therewith.

18. The combination, substantially as herein set forth, ofconducting-rails mounted on the side of the track, contact-springsfastened to the side of the car, an electro-dynamic motor and itscommutator, a conducting connection between said springs and motor, anda lever capable of breaking or closing the circuit between the springsand motor.

19. In an electric-railway car, a lever having two arms, N and N, theformer of which operates to open and close the circuit, and the latterof which operates, by means of suitable mechanical connections, thevibrating brushes of the motor and thus serves to determine thedirection in which the car is to move.

20. The combination, substantially as herein set forth, ofconducting-rails mounted on the side of the track, contact-springsfastened to the side of the car, a series of resistances, and aconductor connecting the springs with the series of resistances.

21.. The combination, substantially as set forth, of connecting-railsmounted on the side of the track, contact-springs fastened to the sideof the car, a series of resistances, and a circuit-controlling levercapable of introducing the resistances successively into the circuit oreliminating them therefrom.

22. In an electric railway, the combination, of a wheeled vehicle havingan electro-dynamic motor mounted thereon, which is included in a circuitof conductors from a stationary dynamo-electric machine, acircuit-controlling device placed upon said vehicle, and a series ofresistances, as and for the purpbses described,

In testimony whereof I have signed my name to this specification,in thepresence of twosubscribing witnesses, this 9th day of September, A. D.1884.

ERNST WERNER SIEMENS.

\Vitnesscs.

M. S. BREWER, JOHN R. ROSLYN.

